Canal towing apparatus



May 8, 1962 Filed Jan. 27, 195g R. G. LE TOURNEAU CANAL TOWING APPARATUS 5 Sheets-Sheet 1 May 8, 1962 R. G. LE TOURNEAU 3,033,152

CANAL TOWING APPARATUS Filed Jan. 27, 1958 5 Sheets-Sheet 2 Fig. 4

INVENTOR.

May 8, 1962 Filed Jan. 27, 1958 R. G. LE TOURNEAU CANAL TOWING APPARATUS 5 Sheets-Sheet 3 6'4\ SWITCH 56 60 5i CONTACTOR M2 P WER 58 O CONTROLLER SOURCE 66 CONTACTOR M3 SWITCH 62 Fig.

Fig 5 INVENTOR.

United States Patent O "i 3,033,152 CANAL TOWING APPARATUS Robert G. LeTourneau, 1*.0. Box 2307, Longview, Tex. Filed Jan. 27, 1958, Ser. No. 711,450 7 Claims. (Cl. 11S-6) My invention relates to canal towing apparatus and arrangements, for towing ships through a canal, and especially through canal locks.

In restricted regions of canals, and particularly in canal locks, ships are generally unable to maneuver under their own power, and must be handled and towed by apparatus on shore. For example, in the Panama Canal ships are towed through the locks by locomotives which run on tracks alongside the lock. At least four locomotives are required for each tow, one fore and one aft on each side of the ship. The tow cables extending from each locomotive to the ship serve the two-fold purpose of towing and holding the ship in proper alignment away from the lock walls.

It is a general object of my invention to provide an improved system and apparatus Ifor towing ships through 'restricted portions of canals.

Another object of my invention is to provide an arrangement `for towing ships through restricted portions of canals wherein less equipment is required than heretofore, with resulting economy.

Another object of my invention is to provide an arrangement for towing ships through restricted portions of canals, wherein towing apparatus is -used on only one side of lthe ship.

Another object of my invention is to provide a unique and improved towing unit for use with the arrangements aforementioned.

Another object of my invention is to provide an improved traction drive arrangement for towing units of the type herein described.

These and other objects are eiected by my invention as will be apparent from the following description taken in accordance with the accompanying drawings, forming a part of this application, in which:

FIGURE 1 is a schematic perspective view showing a single tow unit in accordance with a preferred embodiment of my invention;

FIGURE 2 is a schematic side elevational view of the tow unit of FIGURE l, with the roller assembly and the roller assembly elevator structure and boom removed;

`FIGURE 3 is a schematic plan view showing a tow unit passing pilot cable to a ship to be towed;

FIGURE 4 is a schematic plan view showing the ship secured to the towing unit in towing position;

FIGURE 5 is a schematic end elevational view illustrating in diagrammatic form, the two unit traction drive arrangement; and

FIGURE 6 is a schematic block diagram illustrating an electric control circuit vfor the two unit traction drive.

Each tow unit is a locomotive designed to run on a cog railway along one side of a canal. In FIGURE 1, the rails are shown at 11, the cogway between the rails at 13, and the canal wall at 15.

Each locomotive comprises a wheel supported platform 17. Mounted on the platform are a cab 19, a power plant 21, boom mount pedestals 23, 25, boom drive assembly 27, and pilot mast pedestal and drive assembly 29. The cab 19, is mounted on the platform 17 adjacent the front end thereof. The power plant 21, which `comprises an electric generator 31 driven by an internal combustion engine 33, is mounted just rearwardly of the cab 19 and on the right-hand side of the platform 17 remote from the canal wall 15. The forward boom pedestal 23 is fixed to the platform immediately rearward of the cab 19 and extending transversely of the 3,033,152 Patented May 8, 1962 platform 17 on the left-hand, or canal, side thereof. The rear boom pedestal 25 is xed to the platform 17 rearwardly of the power plant 21 and extends transversely of the platform. Each boom pedestal 23, 25 is a rigid box structure made up of heavy steel plate material. The rear boom pedestal 25 incorporates the boom drive unit which is made up of a gear reduction driven by an electric motor 35 and having an output pinion 37; the motor 35 and the output pinion 37 being on the forward side of :the pedestal 25. The pilot mast pedestal and drive assembly `29 is located on the platform 17 on the righthand side thereof and just rearwardly of the rear boom pedestal 25 and extending transversely of said platform, and comprises a gear reduction driven by an electric motor E39 and having an output shaft (not shown).

The platform 17 is supported by a wheel truck or frame A41, 43, at each end portion thereof. Each Wheel truck or frame 41, 43y is supported by a wheeled axle, which comprises a pair of wheels 45, fixed -to the respective axle 47 at the end portions thereof. At the center portion of the axle, and journaled thereon by means of bearings, is a cog drive gear 40. The frames 41, 43 are journaled on the axles by means of suitable bearings 42. A wheel drive gear 44 is lixed to the axle 47 adjacent the cog drive gear 40. A first gear reduction 46 is fixed to the platform underside, for example, by means'of bolts 48, and has an output pinion 50* which engages the cog drive gear 40. A second gear reduction 52 is also lixed to the underside of the platform by means of bolts 48, and has an output pinion 54 engaging the wheel drive gear 44. Each said gear reduction 46, 52 is driven by a yrespective electric traction motor 51, 49 which is xed thereto. rPhe combination of a gear reduction and its driving motor is sometimes herein referred to as a gearmotor. The traction motors are preferably of the direct current type, although alternating current motors could be used.

FIG. 6 illustrates, in schematic .block form, a control circuit for the traction motors. In FIG. 6, M1 and M2 represent the wheel drive motors `49, while M3 and M4 represent the cog drive motors 51. As indicated by the circuit diagram, M1 and M2 are connected in parallel, and M3 and M4 are connected in parallel. M1 and M2 are connected Vin series with a first contactor 56, and a controller 58, to a suitable power source 60; and M3 and M4 are connected in series with a second contacter 62 and the `controller 58 to the power source 60. Each contactor 56, 62 is controlled by a respective electric switch 64, 66. The function of the controller 58 is to govern speed and direct of rotation of the motors 49, 51. The controller '58 and switches 64, 66 are of course located at the tow unit operators control station 165. The control arrangement enables the tWo unit operator to use the cog 4drive motors 51 alone, the wheel drive motors 49 alone, or both cog drive and wheel drive motors simultaneously. Each traction motor 49, 51 is provided with an electromagnetic `brake (not shown) of the multiple disc `friction type wherein the brake is automatically set when the motor is deenergized, and released when the motor is energized. Means (not shown) are provided for releasing the traction motor brakes of the cog drive motors when the wheel drive motors are being used alone, and for releasing the wheel drive motor brakes when the cog drive motors are being used alone. Regenerative ybraking may also be employed.

Mounted on the under side of the platform 17 at its right-hand center portion are a pair of large cable winch units 53, 55. Each winch unit comprises a cable drum 57 having its central axis extending transversely of the platform 17, the respective cable drum 57 being driven by an electric motor 59 through a gear reduction. Cable 61 is reeled olf the top of the rear drum 57 rearwardly and around a sheave 63 fixed to the platform 17 adjacent the right rear portion thereof, then underneath the platform and over a swivel sheave 65 which is mounted to the platform adjacent the left rear portion thereof. Cable 62is reeled off the top of the forward drum 57 forwardly and around a sheave 67 fixed to the platform 17 adjacent the right front portion thereof, then underneath the platform and over a swivel sheave @which is mounted to the platform adjacent the left front portion thereof.

The pilot mast 71 is a lightweight lattice-work structure tapered inwardly toward the free end. The large end of the pilot mast is adapted for mounting onto the output shaft of the pilot pedestal gear reduction, so that the mast rotates with the output shaft and is moveable in a vertical plane transversely of the platform 17. The pilot mast 71 carries an endless chain 73 which is driven by an electric motor 75 mounted on the mast. The chain 73 carries a clip device 77 for removably securing the free end portion of the cable 61 which is reeled off the rear cable drum aforementioned. If desired, a length of rope may be attached to the end of cable 61, and the rope carried by the clip device 77. The platform 17 carries a pair of conventional shock absorber bumpers 79 at each end thereof.

The boom 80 which is mounted on the boom pedestals 23, 25 aforementioned, supports a roller assembly elevator structure 81 from which a roller assembly 83 is suspended. The boom structure includes a main shaft 85, a pair of side members 87, 89, a transverse brace member 91, and a diagonal brace member 93. The main shaft S is journaled at its end portion at 95, 97 to the upper left end portions of the boom support pedestals, 23, 25. A large sector gear 99 is fixed to the rear end portion of the main shaft 85 on the inboard side and engages the output pinion 37 of the boom drive assembly 27. The boom side members 87, 89 are of heavy box beam structure and are tapered inwardly toward their free ends. The transverse brace member 91 is a tubular beam bridging between the side members S7, 89 adjacent the outer end portions and fixed thereto by welding. The diagonal brace member 93 is also tubular and extends diagonally from one side member 89 adjacent the transverse brace member 91 to the main shaft adjacent the other side member 87. The mechanism for supporting the roller assembly elevator structure 81 on the boom 80 and for driving it up or down includes an electric motor 101 driving a gear reduction 103 having an output pinion 105, a drive shaft 107, a second output pinion 109, two sets of guide rollers 111, 113 and guide roller support structures 115, 117. The roller assembly elevator structure S1 includes a pair of spaced parallel racks 119, 121, the teeth of which are adapted for engagement with respective pinions 105, 109, and the back sides of which are adapted for engagement by respective sets of guide rollers 109, 111. The gear reduction output pinion 105 is fixed to a stub shaft (not shown) which is journaled on the outer end portion of the boom front side member 87. The front guide roller set is made up of a pair of rollers 109 carried by a roller support structure in the form of a bracket 115 which is integral with the gear reduction housing. The end of the stub shaft carries a bolt flange. The rear guide roller set is made up of a pair of rollers 111 carried by a roller support structure in the form of a bracket 117 which is pivotally supported off the end of the boom rear side member 89. A second stub shaft 123 carries the second output pinion 109 at one end portion thereof, with a bolt flange on the shaft end beyond the pinion. The second stub shaft 123 is journaled on the boom rear side member 89 adjacent the end thereof. The bracket support structure 117 for the right gear guide roller set is journaled on the second stub shaft 123. The drive shaft 107 is a tubular member carrying a bolt flange 125, 127 at each end. The drive shaft bolt fianges 115, 117 are bolted to respective bolt flanges of the stub shafts.

The roller assembly elevator structure 81 includes the `pair of spaced parallel racks 119, 121 aforementioned,

and a network of brace members 129 arranged to hold the racks in rigid parallel spaced relation. Suspended from the lower end of the elevator structure is the roller assembly 83. The rolier assembly 83 comprises a support frame 131, a pair of outer wheel groups 133, and a pair of inner' wheel groups 137, 139. The support frame 131 is simply an open rectangle formed by a pair of side members 141, a top member 143, and a bottom member 145, all integrally joined by welding. Each wheel group 137 is made up of three large wheels 147. Each wheel M7 'mounts a pneumatic tire. Each wheel group is journaled on a shaft 149, 151, 153, with each wheel 147 freely and independently rotatable on the shaft. Each wheel group shaft is fixed at one end to the frame top member 143 and at the other end to the frame bottom member 145. The shafts 149, 141 of the two outside wheel groups are aligned longitudinally of the frame, as are the two inside wheel groups. The shafts 153, 155 of the two inside wheel groups are, however, offset in the direction away from the canal wall 15 with respect to the shafts of the two outside wheel groups for a purpose to be hereinafter explained. A pair of pivot brackets 157, are fixed to the upper side of the frame top member 143 at equal distances from the ends thereof and spaced the same as the racks 119, 121. The roller assembly 33 is pivotally suspended from the racks 119, 121 by means of a pin 161, extending through the respective pivot bracket 157, and a bore (not shown) in the end portion of a respective rack 121, 119.

The various functions and operations of the tow unit exclusive of the traction motors 49, 51 are controlled by means of an electric control system (not shown) from the control panel which is located inside the cab 19. Power is supplied to the entire system by the power plant 21. Independent controls are provided for the following functions: driving the locomotive forward or reverse by means of the rail traction drive motors 49, the cogway drive motors 51, or both; driving the tow line cable winch drums forward or reverse by means of the cable drum drive motors 59; swinging the pilot mast up or down by means of the pilot mast drive motor 39; driving the pilot mast endless chain forward or reverse by means of a chain drive motor 75; swinging the boom up or down by means of the boom drive motor 3S; elevating or lowering the roller assembly by means of the elevator drive motor 101. All motors are provided with electromagnetic disc-type friction brakes (not shown) which automatically set when the respective motor is de-energized, and release when it is energized.

In operation of the canal tow units and system of my invention, a pair of tow units are spaced at a distance a little less than the length of the ship to tbe towed, and a rope fixed to the end portions of the tow cables 61, 62 are clipped to the pilot mast endless chain 73, and then as the ship approaches (see FIGURE 3) the cables 61, 62 are carried out to the end of the pilot mast 71 which is lowered so that ship personnel can remove the cable from the mast and anchor it to a cleat or other suitable mooring device. When the tow cables 61, 62 have been fixed to the ship, they are winched in, drawing the ship up alongside the canal wall 15. The ship is then drawn up against the roller assemblies S3 which have been previously placed at a suitable height against the canal wall 15. Now the outer wheel groups 133, 135 will roll along in Contact with the canal wall 15 while the inner wheel groups 137, 139 bear against the ships side. When the ship to be towed has been secured in towing position, the tow units simply move along the track 11 in the desired direction, thus moving the ship through the lock, or along the canal. When the cog drive and wheel drive motors are used simultaneously, the wheel drive motors will tend to accept the maximum amount of the total load that they can take without spinning the wheels. In other words, the total load is shared by the cog and wheel drive motors in the most effective proportions. The drive motors are capable of absorbing slight diiferences in speed.

It will be apparent from the foregoing that I have provided tow units and arrangements which are quite effective for handling and tov/ing ships in locks or restricted regions of a canal. With the tow units and arrangements described herein, a ship can be towed from a single side and the number of tow units required is thus greatly reduced. Since the ship is securely held during towing operations, the likelihood of damage resulting from wind, water turbulence, or loss of control, is minimized, and less canal side clearance is needed for safe towing operations. The towing of a vessel along a pier or dock is also within the scope of my invention.

Although I have shown my invention in only one form it will be apparent to those skilled in the art it is not so limited, but is susceptible of various changes and modications without departing from the spirit thereof.

I claim:

1. A canal towing unit comprising a locomotive adapted for running alongside the canal, and a roller assembly carried by said locomotive and suspended alongside the canal wall, said roller assembly comprising a irst plurality of wheels adapted for rolling in contact with said canal wall and longitudinally thereof and a second plurality of wheels adapted for bearing against a ship to be towed, and means for securing a ship against said roller assembly in Contact with said second plurality of wheels.

2. A canal towing unit comprising a locomotive adapted for running alongside the canal, and a roller assembly carried by said locomotive and suspended alongside the canal wall, said roller assembly comprising a first plurality of wheels mounting pneumatic tires and adapted for rolling in contact with said canal wall and longitudinally thereof and a second plurality of wheels mounting pneumatic tires and adapted for bearing against a ship to be towed, and means for securing a ship against said roller assembly in contact with said second plurality of wheels.

3. A canal towing unit comprising a locomotive adapted for running alongside the canal, and a roller assembly carried by said locomotive and suspended alongside the canal wall, said roller assembly comprising a plurality of wheels adapted for rolling in contact with said canal wall and longitudinally thereof, powered means for controlling the vertical position of said roller assembly, and means for securing a ship against said roller assembly out of contact with said wheels.

4. A canal towing unit comprising a locomotive adapted for running alongside the canal, a boom carried by said locomotive and powered for swinging movement in a vertical plane transversely of said locomotive, a roller assembly elevator structure suspended from the end of said boom, powered means for moving said structure up and down with respect to said boom, a roller assembly pivotally suspended from said elevator structure alongside said canal wall, said roller assembly comprising a plurality of wheels adapted for rolling in contact with said canal wall and longitudinally thereof, and means for securing a ship against said roller assembly out of contact with said wheels.

5. A canal towing unit comprising a locomotive adapted for running alongside the canal, a boom carried by said locomotive and powered for swinging movement in a vertical plane transversely of said locomotive, a roller assembly elevator structure suspended from the end of said boom, powered means for moving said structure up and down with respect to said boom, a roller assembly pivotally suspended from said elevator structure alongside said canal walls, said roller assembly comprising a iirst plurality of wheels adapted for rolling in contact with said canal wall and longitudinally thereof and a second plurality of Wheels adapted for bearing against a ship to be towed, and means for securing a ship against said roller assembly in contact with said second plurality of Wheels.

6. A canal towing unit comprising a locomotive adapted for running alongside the canal, a boom carried by said locomotive and powered for swinging movement in a vertical plane transversely of said locomotive, a roller assembly elevator structure suspended from the end of said boom, powered means for moving said structure up and down with respect to said boom, a roller assembly pivotally suspended from said elevator structure alongside said canal walls, said roller assembly comprising a first plurality of wheels adapted for rolling in contact with said canal Wall and longitudinally thereof, and a second purality of wheels adapted for bearing against a ship to be towed, and cable winch means carried by said locomotive for securing a ship against said roller assembly in contact with said second plurality of wheels.

7. A canal towing unit comprising a locomotive adapted for running alongside the canal, cable winch means carried by said locomotive for towing a ship, a pilot mast carried by said locomotive, powered means for swinging said pilot mast in a vertical plane transversely of said locomotive, a powered endless conveyor running 'substantially the length of said mast, and means for detachably fixing a cable end portion to said conveyor, whereby said cable end portion may be carried out and handed to personnel aboard a ship to -be towed.

UNITED STATES PATENTS References Cited in the file of this patent 79,235 Lake June 23, 1868 192,606 Tobey July 3, 1877 960,663 Meckleburg .Tune 7, 1910 1,105,461 Shipman July 28, 1914 1,177,421 Larson Mar. 28, 1916 1,319,996 Eickinger Oct. 28, 1919 1,924,391 Bardon et al Aug. 29, 1933 2,214,466 Koons Sept. 10, 1940 2,761,410 Marr Sept. 4, 1956 2,900,946 Walker Aug. 25, 1959 FOREIGN PATENTS 19,541 Great Britain Sept. 1904 

